Drive train components for recreational vehicles

ABSTRACT

Embodiments of the present disclosure describe a snowmobile including an engine mounted on the chassis, a drive track in contact with the chassis, and a drive train, operatively interconnecting the engine with the drive track for delivering propulsive power to the drive track. The drive train includes a driveshaft, comprising a tubular driveshaft including two or more interior channels, the channels positioned in a substantially longitudinal orientation, two or more sprocket driving features on an exterior surface of the tubular driveshaft, and one or more fitting components, positioned at one or more distal ends of the driveshaft.

BACKGROUND

Snowmobiles are popular land vehicles used as transportation vehicles oras recreational vehicles in cold and snowy conditions. Generally,snowmobiles are available for various applications such as deep snow,high performance, luxury touring, and trail riding, for example. Ingeneral, a snowmobile has a chassis on or around which the variouscomponents of the snowmobile are assembled. Typical snowmobiles includeone or more skis for steering, a seat, handlebars, and an endless trackfor propulsion mounted to a central chassis. The engine drives aground-engaging endless track disposed in a longitudinally extendingdrive tunnel. The skis serve to facilitate steering as well as toprovide flotation of the front of the snowmobile over the snow in whichit is operated. A handlebar assembly, positioned forward of the seat, isoperatively linked to the skis for steering the snowmobile. The skis maybe pivoted to steer the snowmobile, for example, by turning thehandlebars.

At least some snowmobile frames includes a tunnel and a front chassisportion which retains the power train, and a front suspension thatmounts skis to the frame. A drive shaft is typically mounted to thefront chassis portion and includes drive sprockets for powering a belt.A chain case, belt drive case, or gear box is also typically provided totransfer power from an engine or CVT (continuously variabletransmission) to the drive shaft. A typical snowmobile may include adrivetrain with a drive shaft and an upper jack shaft that drives thedrive sprocket(s) through the chain case, belt drive case, or gear box.

SUMMARY

Embodiments of the present disclosure describe a snowmobile including anengine mounted on the chassis, a drive track in contact with thechassis, and a drive train, operatively interconnecting the engine withthe drive track for delivering propulsive power to the drive track. Thedrive train includes a driveshaft, comprising a tubular driveshaftincluding two or more interior channels, the channels positioned in asubstantially longitudinal orientation, two or more sprocket drivingfeatures on an exterior surface of the tubular driveshaft, and one ormore fitting components, positioned at one or more distal ends of thedriveshaft.

Embodiments also describe a driveshaft, comprising a tubular driveshaftincluding two or more interior channels, the channels positioned in asubstantially longitudinal orientation, two or more sprocket drivingfeatures on an exterior surface of the tubular driveshaft, and one ormore fitting components, positioned at one or more distal ends of thedriveshaft.

Embodiments describe a snowmobile, including an engine, mounted on achassis, a drive track in contact with the chassis, and a drive train,operatively interconnecting the engine with the drive track fordelivering propulsive power to the drive track. The drive train includesa rotatable input shaft connectable to an engine of a vehicle, arotatable drive clutch connected to the input shaft, the drive clutchhaving a stationary sheave with an inner belt-engaging surface, amovable sheave with an inner belt-engaging surface, and a two-way rollerbearing carried on the input shaft, the roller bearing having an outerbelt-engaging surface. The snowmobile also includes a rotatable jackshaft connectable to a gear box, a rotatable driven clutch connected tothe jack shaft, the driven clutch having a laterally stationary sheavewith an inner belt-engaging surface, a laterally movable sheave with aninner belt-engaging surface, and an endless flexible drive belt disposedabout the drive and driven clutches, the belt having an inner drivesurface engageable with the outer surface of the roller bearing and apair of side drive surfaces engageable against the inner belt-engagingsurfaces of the sheaves, the size of the drive belt being selected sothat when the engine is at an idle speed the inner surface of the beltfirmly engages the outer surface of the roller bearing. The rollerbearing is configured and arranged to permit the belt-engaging surfaceof the roller bearing to remain substantially stationary when the inputshaft is rotating, thereby permitting the belt and driven clutch toremain substantially stationary when the engine is at an idle speed.

BRIEF DESCRIPTION OF DRAWINGS

This written disclosure describes illustrative embodiments that arenon-limiting and non-exhaustive. Reference is made to illustrativeembodiments that are depicted in the figures, in which:

FIG. 1 illustrates a perspective view 100 of a snowmobile, according tosome embodiments.

FIGS. 2A-B illustrate perspective views 200 of a snowmobile without ashroud and seat, according to some embodiments.

FIGS. 3A-D illustrate perspective views 300 of snowmobile engine anddrive train components, according to some embodiments.

FIG. 4A illustrates a perspective view 400 of a driveshaft, according tosome embodiments.

FIGS. 4B-E illustrate cross-sectional views 401 of a driveshaft,according to some embodiments.

FIGS. 5A, D-F illustrate perspective views 500 of a driveshaft,according to some embodiments.

FIGS. 5B-C illustrate cross-sectional views 501 of a driveshaft,according to some embodiments.

FIGS. 6A, 6C-D illustrate perspective views 600 of a driveshaft andsprocket assembly, according to some embodiments.

FIG. 6B illustrates a cross-sectional view 601 of a driveshaft andsprocket assembly, according to some embodiments.

FIGS. 7A-E illustrate perspective views of drive train components,according to some embodiments.

FIG. 7F illustrates a cross-sectional view 701 of drive traincomponents, according to some embodiments.

FIGS. 8A-B illustrate perspective views 800 of a roller bearing,according to some embodiments.

FIG. 9 illustrates an exploded view 900 of drive train components,according to some embodiments.

FIG. 10A illustrates a perspective view of drive train components,according to some embodiments.

FIG. 10B illustrates an exploded perspective view of the drive traincomponents of FIG. 10A, according to some embodiments.

DETAILED DESCRIPTION

Embodiments of the present disclosure describe driveshaft manufacturedat a lighter weight and less expense than previously used driveshafts.In snowmobile applications, reducing the weight of individualcomponents, without sacrificing durability, function or utility, is anongoing goal in product design. A lighter vehicle can increaseperformance and handling, among other characteristics. In the industry,driveshafts have been made of solid steel for simplicity and strength.In an effort to reduce the significant weight of solid steeldriveshafts, the industry has attempted to hollow out a portion of thesteel driveshaft, weld multi-metal components to form a driveshaft, orglue lighter weight ends onto a steel shaft, among other examples. Insuch applications, the slightly decreased weight comes with an increasein cost, complexity and reliability. Embodiments of this disclosuredescribe a driveshaft that can be formed of a single, lightweightmaterial (e.g., metal, metal alloy, composite, plastic, etc.) in aconfiguration that can reduce complexity, cost and/or weight, whilemaintaining function and durability. The driveshaft configuration canalso reduce cost in machining and also by reducing overall part count.

In the past, snowmobiles were most often used in high performance, highspeed applications. When using a CVT as part of a power train, thisresults in configurations in which the clutch is engaged at higher RPMs(rotations per minute) of the engine, so that a higher powerband isinitiated at clutch engagement. In recent years, mountain sled ridingand “boondocking” (riding slowly in deep snow) use has increased. Incontrast to the typical snowmobile engagement, a power trainconfiguration is herein disclosed in which CVT engagement is at a lowerengine RPM and increased torque for such applications. Thisconfiguration is accomplished, at least in part, by the addition of abearing assembly (such as a roller bearing) to the drive clutch, suchthat an inner belt rides on the bearing prior to clutch engagement. Thisconfiguration also allows for more consistent belt tensions and lessensor eliminates the need for a user to manually adjust driven clutchsheave spacing, affecting belt deflection and drive ratio.

Referring to FIG. 1, a perspective view 100 of a snowmobile is shown,according to some embodiments. A chassis 104 or frame supports an engine(see FIG. 2A), drive or power train (see FIG. 2A), a drive track 106,handlebars 102 and skis 112. A shroud 110 or fairing in contact with thechassis covers and protects various components of the vehicle. A seat108 is positioned rearward of the handlebars 102. With the shroud 110and seat 108 removed (see FIGS. 2A-B), the engine 202 is shown incontact with a drive train 204. The drive train 204 includes acontinuously variable transmission (CVT), for transferring power fromthe engine 202 to the drive track 106.

Referring to FIGS. 3A-D, perspective views 300 of snowmobile engine anddrive train 204 components are shown, according to some embodiments. Anengine 202 converts chemical energy to mechanical energy via a rotatinginput shaft (see 706 in FIG. 7F) in contact with a transmission or drivetrain 204, such as a CVT. The CVT includes a rotatable drive (orprimary) clutch 302 connected to the input shaft (see also FIGS. 7A-D).The CVT also includes a rotatable driven (or secondary) clutch 304connected to an output shaft or jack shaft 314, the driven clutch 302having a laterally stationary sheave (see 702 in FIG. 7B, 7G) and alaterally movable sheave (see 704 in FIG. 7B) that is normally biasedtoward the stationary sheave 702. An endless flexible drive belt 306 isdisposed about the drive 302 and driven clutches 304. Typically, the CVTtransmission is connected to the output shaft 706 of the vehicle'sengine, the transmission providing continuously variable gear reductionfrom the relatively higher rotation speed of the engine to therelatively lower rotation speed of the vehicle drive axle. A CVT may beused in conjunction with an additional gear box/transmission 312, ifdesired. For example, it may be desirable to provide a gear box 312 topermit the driver to shift between forward and reverse gears. In suchcases, a neutral position may also be provided, along with, e.g., anoptional low gear for extra power at low speeds. Typically, such a gearbox 312 is connected to the jack shaft 314 of the CVT, the gear box 312in turn having a drive shaft 308 connected by suitable linkages(sprockets 310, for example) to the drive track 106.

The endless, flexible, generally V-shaped drive belt 306 is disposedabout the clutches 302, 304. Each of the clutches has a pair ofcomplementary sheaves, one of the sheaves being laterally movable withrespect to the other. The effective gear ratio of the transmission isdetermined by the positions of the movable sheaves in each of theclutches. The secondary driven clutch 304 has its sheaves normallybiased together (e.g., by a torsion spring working in combination with ahelix-type cam, as described below), so that when the engine is at idlespeeds the drive belt rides near the outer perimeter of the drivenclutch sheaves.

The spacing of the sheaves in the primary drive clutch 302 usually iscontrolled by centrifugal flyweights (see 716 of FIG. 7F). As the driveclutch 302 rotates faster (in response to increased engine rpm) theflyweights 716 urge the movable sheave 704 toward the stationary sheave702. This pinches the drive belt 306, causing the belt 306 to beginrotating with the drive clutch 302, the belt in turn causing the drivenclutch 304 to begin to rotate. Further movement of the drive clutch's302 movable sheave 704 toward the stationary sheave 702 forces the belt306 to climb outwardly on the drive clutch sheaves, increasing theeffective diameter of the drive belt path around the drive clutch 302.Thus, the spacing of the sheaves in the drive clutch 302 changes basedon engine rpm. The clutch therefore can be said to be speed sensitive.

As the sheaves of the drive clutch 302 pinch the drive belt 306 andforce the belt 306 to climb outwardly on the drive clutch sheaves, thebelt 306 (not being stretchable) is pulled inwardly between the sheavesof the driven clutch 304, decreasing the effective diameter of the drivebelt path around the driven clutch 304. This movement of the belt 306inwardly and outwardly on the drive 302 and driven clutches 304 smoothlychanges the effective gear ratio of the transmission in infinitelyvariable increments.

Referring to FIGS. 4A, 5A and 5D, perspective views 400, 500 of adriveshaft 308 are shown, according to some embodiments. A tubulardriveshaft 308 includes two or more interior channels 406 or openings.The channels 406 are positioned in a substantially longitudinalorientation. Two or more sprocket driving features 408 are, in at leastsome embodiments, positioned on an exterior surface of the tubulardriveshaft 308, and one or more fitting components 402 (e.g., splines)are positioned at one or more distal ends of the driveshaft 308. In someembodiments, the sprocket driving features 408 are flats, splines,keyway(s), etc. In some embodiments, the driveshaft 308 has anepitrochoidal cross-section.

To reduce the weight of the component, the driveshaft 308 can bemanufactured of a lightweight material, such as a non-ferrous metal,plastic, woven fabric, fiber-reinforced plastic, composite material, andcombinations thereof. For example, the driveshaft 308 can be entirelycomposed of aluminum or plastic, or a composite material (e.g., formedfrom an epoxy resin and fibers such as carbon fiber, Kevlar, etc.),alloy (aluminum alloy), or any other suitable material. The driveshaft308 can be formed of one piece construction, such as by extrusion, forexample. The driveshaft 308 can also be formed by injection molding oradditive manufacturing, sintering, or in any other suitable way. Afterextruding or injection molding, the driveshaft 308 can be hardened orhardening coats applied, for example.

Some portion of the interior of the driveshaft 308 is hollow, such as byutilizing two or more interior channels 406 (see cross-sectional view401 of FIG. 4B). The channels 406 are at least partially defined by oneor more interior structural components 404. The channels 406 replaceinterior driveshaft material, thereby reducing overall weight andmaterial cost. The structural components 404 provide enough torsionaland bending strength for the driveshaft 308 to retain function andcompare in performance to heavier steel or hybrid steel driveshafts usedin the industry. The number of channels 406 can be two (see FIG. 4C),three (see FIG. 4D), four (FIG. 4B) or five or more (see FIG. 4E, forexample). The channels 406 can be circular, triangular, rectangular,etc. or any shape that reduces weight of the driveshaft, whilemaintaining enough interior structural component 404 to provideacceptable component strength.

The channels 406 are generally positioned in a longitudinal orientationin relation to the tubular driveshaft 308. The channels 406 can compriseabout 10% to about 50% hollow space within the tubular driveshaft. Infurther examples, the channels 406 can comprise about 5% to about 65%,about 20% to about 40%, or about 25% to about 35% hollow space withinthe tubular driveshaft. Depending on the manufacturing technique, thechannels 406 can be generally continuous (see cross-sectional views 501in FIGS. 5B-C) or can be positioned intermittently throughout thedriveshaft 308.

The driveshaft 308 is in contact with sprockets 310, which in turn, arein contact with drive track 106. The driveshaft 308 includes sprocketdriving features 408 to mate with an interior interface of the sprockets310. For example, the driveshaft 308 can include six sprocket drivingfeatures 408, generally forming a hexagonal outer cross-section thatmates with a hexagonal interior interface of sprockets 310. The numberor shape of the sprocket driving features 408 can be three (triangular),four (rectangular), five (pentagonal), etc., so long as the exterior ofthe tubular driveshaft 308 is formed to fit with an interior surface orinterface of one or more sprockets 310. FIGS. 6A-B show sprockets 310 incontact with the driveshaft 308 in perspective 600 and cross-sectionalviews 601. Further, it will be appreciated, that the sprocket drivingfeatures 408 could be any suitable feature such as splines, one or morekeyways, involute or convolute shape, etc.

The distal fitting components 402 can be teeth, splines, or othermechanisms for interfacing with drive train 204 components. For example,in FIG. 5E, the driveshaft 308 is shown in contact with a brake disc502, held in place by a nut 504 in contact with the fitting components402 (see also exploded view in FIG. 5F). In FIGS. 6C-D, for example, adistal end of the driveshaft 308 is in contact with a gear 602 (fromgear box/chain case 312) at the fitting component 402. Althoughdiscussed in the context of snowmobiles, the driveshaft 308 can be alsoused for all-terrain vehicles for driving either a front or reardifferential, for example.

Referring to FIGS. 7E and 7F, perspective view 700 and cross-sectionalview 701 of drive train 204 components are shown, according to someembodiments. In a typical setup, the primary drive clutch 302 has itssheaves normally biased apart (e.g., by a coil spring 710), so that whenthe engine is at idle speeds the drive belt 306 does not effectivelyengage the sheaves, thereby conveying essentially no driving force tothe secondary driven clutch 304. As shown here, a two-way ormulti-directional roller bearing 718 is positioned on the input shaft706 (either directly or indirectly) and in contact with an interiorsurface of belt 306. The positioning of bearing 718 allows for the inputshaft 706 to rotate while in idle without engaging the belt 306. Thebelt 306 now maintains tension, even in idle, and a user does not haveto periodically monitor and manually adjust belt tension. Further, thebelt 306 will now engage the sheaves 702, 704 at a lower position(closer to the input shaft 706) and in a lower powerband, accessinghigher torque, lower speed applications.

Because the belt 306 is maintained at a higher tension (i.e., tighter)in idle, the neutral gap (gap between two sheaves when at idle statewithout belt) is larger and the sheaves move less to engage the belt306. The belt gap (distance between the belt and each sheave) is alsotighter, which contributes to more consistent belt 306 tension, betterengagement out of idle and less movement needed by the sheaves toengage. The belt 306 can engage the sheaves at or below about 2800engine RPMs. The belt can engage the sheaves at or below about 3200 RPMsfor example.

Referring to FIGS. 8A-B, perspective views 800 of a roller bearing 718are shown, according to some embodiments. The roller bearing 718includes an outer surface 802, which engages an inner surface of belt306, and inner rollers 804. The bearing 718 can be a needle bearing, forexample.

Referring to FIG. 9, an exploded view 900 of drive train 2004 componentsis shown, according to some embodiments. Specifically, the primaryclutch 302 is shown in an exploded view, including the roller or idlebearing 718. The fixed sheave 702 is in contact with an input shaft 706.A washer 902 is optionally positioned over the shaft 706 and adjacentthe roller bearing 718. The roller bearing 718 allows for a belt 306 toremain generally stationary while the input shaft 706 spins in an idleposition. The moveable sheave 704 can include a cap 904, press fittedinside an interior opening of the sheave 704. A bushing 906 and threadedcomponent 906 can also be positioned within an interior opening of thesheave 704. A biasing coil spring 710 and lock washer 912 are positionedbetween the sheaves 702, 704. A spider 918 and flyweights 716 arepositioned on an exterior portion of the moveable sheave 704. A cap 920,washer 914 and cover 922 are secured to the sheave 704 via fasteners,such as bolts 924.

With regard to FIGS. 10A and 10B, in some embodiments, the drive trackand sprocket assembly includes one or more damping members 1010 formedfrom a polymeric or rubberized material. The damping member 1010isolates vibration from being transferred from the engine 202, jackshaft 314, and gearbox 312 to the sprocket(s) 310. Further, the dampingmember 1010 isolates vibration from being transferred from the drivetrack 106 (FIG. 1) and sprocket(s) 310 to the drive shaft 308 andgearbox 312.

The damping member(s) 1010 reduce spike loads by absorbing the spikeloads via the damping material forming the damping members 1010. In thisway, the drive shaft 308 and, in some embodiments, the fittingcomponents 402 (e.g., splines) can be formed from a lighter weightand/or softer material than hardened steel.

The damping member(s) 1010 can be formed form a component that isseparate from the sprocket(s) 310 or it can be integrally molded withthe sprocket(s) 310, for example using an overmolding process. In someembodiments, damping member(s) 1010 including radially projecting lugs1012, however, any suitable form of engagement with the sprocket(s) 310can be utilized. Further, in some embodiments, the damping member(s)1010 fit over the sprocket driving features 408 (FIG. 10B), however, thedrive shaft 308 can be drivingly coupled to the damping member(s) 1010in any suitable way (e.g., radially extending projections, splines,etc.).

In some examples, the damping member(s) 1010 have a hardness between 45and 100 Shore A. In some examples, the damping member(s) 1010 have ahardness between 50 and 60 Shore A; 60 and 70 Shore A; 70 and 80 ShoreA; and 80 and 90 Shore A; 90 and 100 Shore A. In some examples, thedamping member(s) 1010 have a hardness between 60 and 80 Shore A.

In some examples, the damping member(s) can comprise a hydraulic damper,viscous coupling, or biasing member (e.g., coil spring, torsion spring).

Other embodiments of the present disclosure are possible. Although thedescription above contains much specificity, these should not beconstrued as limiting the scope of the disclosure, but as merelyproviding illustrations of some of the presently preferred embodimentsof this disclosure. It is also contemplated that various combinations orsub-combinations of the specific features and aspects of the embodimentsmay be made and still fall within the scope of this disclosure. Itshould be understood that various features and aspects of the disclosedembodiments can be combined with or substituted for one another in orderto form various embodiments. Thus, it is intended that the scope of atleast some of the present disclosure should not be limited by theparticular disclosed embodiments described above.

Thus the scope of this disclosure should be determined by the appendedclaims and their legal equivalents. Therefore, it will be appreciatedthat the scope of the present disclosure fully encompasses otherembodiments which may become obvious to those skilled in the art, andthat the scope of the present disclosure is accordingly to be limited bynothing other than the appended claims, in which reference to an elementin the singular is not intended to mean “one and only one” unlessexplicitly so stated, but rather “one or more.” All structural,chemical, and functional equivalents to the elements of theabove-described preferred embodiment that are known to those of ordinaryskill in the art are expressly incorporated herein by reference and areintended to be encompassed by the present claims. Moreover, it is notnecessary for a device or method to address each and every problemsought to be solved by the present disclosure, for it to be encompassedby the present claims. Furthermore, no element, component, or methodstep in the present disclosure is intended to be dedicated to the publicregardless of whether the element, component, or method step isexplicitly recited in the claims.

The foregoing description of various preferred embodiments of thedisclosure have been presented for purposes of illustration anddescription. It is not intended to be exhaustive or to limit thedisclosure to the precise embodiments, and obviously many modificationsand variations are possible in light of the above teaching. The exampleembodiments, as described above, were chosen and described in order tobest explain the principles of the disclosure and its practicalapplication to thereby enable others skilled in the art to best utilizethe disclosure in various embodiments and with various modifications asare suited to the particular use contemplated. It is intended that thescope of the disclosure be defined by the claims appended hereto

Various examples have been described. These and other examples arewithin the scope of the following claims.

What is claimed is:
 1. A snowmobile, comprising: an engine, mounted on achassis; a drive track, in contact with the chassis; and a drive train,operatively interconnecting the engine with the drive track fordelivering propulsive power to the drive track, the drive trainincluding: a driveshaft, comprising: a tubular driveshaft including twoor more interior channels, the channels positioned in a substantiallylongitudinal orientation; and one or more fitting components, positionedat one or more distal ends of the tubular driveshaft; wherein theinterior channels, tubular driveshaft, and fitting components of thetubular driveshaft comprises one-piece construction.
 2. The snowmobileof claim 1, further comprising two or more sprocket driving features onan exterior surface of the tubular driveshaft.
 3. The snowmobile ofclaim 1, wherein the tubular driveshaft comprises one or more of anon-ferrous metal, plastic, woven fabric, fiber-reinforced plastic,composite material.
 4. The snowmobile of claim 1, further comprisingthree, four or five interior channels.
 5. A snowmobile, comprising: anengine, mounted on a chassis; a drive track, in contact with thechassis; and a drive train, operatively interconnecting the engine withthe drive track for delivering propulsive power to the drive track, thedrive train including: a driveshaft, comprising: a tubular shaft portionincluding two or more interior channels, the channels positioned in asubstantially longitudinal orientation; one or more fitting components,positioned at one or more distal ends of the tubular shaft portion; anda brake disc, attached to the one or more fitting components; whereinthe interior channels, tubular shaft portion and fitting components ofthe driveshaft are integrally formed to comprise a one-piececonstruction driveshaft.
 6. The snowmobile of claim 5, furthercomprising two or more sprocket driving features on an exterior surfaceof the tubular driveshaft.